Ocean traveling cargo ship



Oct. 3, 1944. c. EPSTEIN 2,359,549

OCEAN TRAVELING CARGO SHIP Filed July 10, 1942 3 Sheets-Sheet l INVENTOR marks 51 622! Oct. 3, 1944.

c. EPSTEIN 2,359,549

OCEAN TRAVELING CARGO SHIP Fild July 10, 1942 a Sheets-Sheet 2 l/YVENTGR Charles zfiasz ezn/ 1944. c. EPSTEIN OCEAN TRAVELING CARGO SHIP 5 Sheets-Sheet 5 Filed July 10, 1942 Inventor @arzes Zjvsiez'ra WWW Patented Oct. 3, 1944 UNITED STATES T OFFICE 2,359,549 -OCEANTRA'VELING CARGO SHIP Charles Epstein, Fall'Rivcr, Mass.

Application July 10, 1942,-SerialNo. 45054-55 3 Claims.

' The-invention relates to a type of ship which divides cargo spaces, and machinery and crew spacesinto two separate structural and hull units inj'such a way as to satisfy the following objective requirements:

'1. A ship which can be constructed for the accommodation of'12,000 ton car oes, in shipyards with facilities normally restricted to the construction of ships of 4,000 ton cargo capacity or smaller, and at substantially reduced costs.

2. A ship which makes possible the utilization of available cargo space, shipping machinery and crew at three times the efficiency of existing conventional types of shipping.

3. A ship which, in time of war, affords its machinery and crew full protection from the danger of submarine surprise attack, and converts the combination into an unhampered potential striking unit when the necessity for a combat arises.

4. A ship which, in time of war, insures for ocean cargoes complete invulnerability from submarine sinking, and far greater protection than is now possible against the effects of surface raider and airplane attack.

In the drawings, wherein, for the purpose of illustration, I have disclosed a preferred embodiment of the invention:

Figure 1 is a top plan view,

Figure 2 is a side elevational view,

Figure 3 is a plan view illustrating the reinforcing means in the various hulls and connecting bridge between the two cargo hulls,

Figure 4 is a longitudinal sectional view taken substantially on a line 4-4 of Figure 1,

Figure 5 is a rear elevational view,

Figure 6 is a fragmentary side elevational view of one of the cargo handling cranes,

Figure 7 is a top plan view thereof,

Figure 8 is a fragmentary plan view of the stern of the machinery hull-with parts in section and showing the stanchions mounted at the stern thereof,

Figure 9 is a fragmentary top plan view of the side of one of the cargo hulls showing the stanchions mounted therein,

Figure 10 is a fragmentary side elevational view thereof, and

Figure 11 is an enlarged vertical sectional view of one of the stanchions.

Referring now to the drawings in detail, the numeral l designates a machinery hull in which is mounted conventional propulsion mechanism and the numerals 22 designate a pair of cargo hulls of substantially equal size and dimension and connected in spaced'parallel relation to the machinery hull by "means of 'a'rigid hollowridge structure 3.

The cargo hulls '2 are "formed with internal reinforcing means 2' while the bridge'structure 3 is also provided with internal reinforcing means and braces, "and including longitudinally and'transverselyextending means 4 and 5'respectively connected 'to "the central means (if the cargo hull 2 by means of forwardly inclined braces 6. The transverse means 5 extend into the stern of the cargo hulls.

The machinery hull I is of an overall length less than the overall length of the cargo hulls 2 and is positioned in spaced parallel relation between the pair of cargo hulls as shown to advantage in Figure 1 of the drawings.

The sides of the machinery hull I and the inner sides of the cargo hull 2 are formed with ports 'I and 8, respectively, behind which stanchions 9 are mounted in the respective hulls, the upper ends of the stanchions being adapted to receive hawsers or cables I0 connecting the stanchions of the machinery hull with the stanchions of the cargo hulls, while the lower portion of each stanchion is constructed in the form of a screw ll engaged by worms l2 operated through electric motors I3 for vertically adjusting the stanchions in accordance with variations in draft displacement of the respective hulls under various loaded conditions and also to utilize the stanchions as drums for tightening the hawsers thereon to take up slack therein.

The hawsers III serve as equalizers to space the machinery hull a desired distance between the respectiv cargo hulls 2.

The stern of the machinery hull I is also provided with a plurality of stanchions l4, [5, I6 and I7, and the front of the bridge structure 3 is provided with similar stanchions (not shown) mounted at the front end of the longitudinal means 4 for attaching a plurality of towing hawsers or cables l8 to the respective stanchions at the stern of the machinery hull. The stanchions l4, I5, I6 and II are constructed similar to the stanchions for the sides of themachinery and cargo hulls.

The upper deck of the cargo hulls 2 is provided with spaced parallel rails I9 on which a cargo loading crane 20 mounted for travelling on the rails.

Hatches 2| are provided in the deck of the cargo hulls 2 to afford access to the cargo spaces and compartments in the said hulls, and

hatches 22 are also provided in the top of the bridge structure 3 to provide access to the compartment and storage spaces and tanks (not shown) for fuel oil which may be carried in the bridge structure.

From the foregoing, it will be apparent that the machinery hull in which the propulsion mechanism is installed is a separate and distinct unit from the cargo hulls in which adequate storage spaces provide for carrying the cargo therein.

Having thus described the invention, what I v claim is:

1. A ship construction comprising a pair of cargo hulls, a cargo structure connecting the hulls in spaced parallel relation 'adjacenttheir rear ends and including longitudinal beams and lateral beams, the lateral beams connecting the longitudinal beams to a laterally intermediate portion of the hulls, and said lateral beams being inclined forwardly from the longitudinal beams, a power driven hull positioned between the cargo hulls forwardly of the cargo structur'e, means connecting the power driven hull to the cargo hulls, and means connecting the power driven hull to the cargo structure.

2. A ship construction comprising a pair of cargo hulls, a cargo structure connecting the hulls in spaced parallel relation adjacent their rear ends and including longitudinal beams and lateral beams, the lateral beams connecting the longitudinal beams to a laterally intermediate portion of the hulls, and said lateral beams being inclined forwardly from the longitudinal beams, a power driven hull positioned between the cargo hulls forwardly of the cargo structure,

means connecting the power driven hull to the cargo hulls, and means connecting thepower driven hull to the longitudinal beams of the cargo structure. 7

3. A ship construction comprising a pair of cargo hulls, a cargo structure connecting the hullsin spaced parallel relation adjacent their rear ends, a power driven hull positioned be-' tween the cargo hulls forwardly of the cargo structure, said cargo and power driven hulls having ports in the sides thereof, and said power driven hull having a port in its stern andlsaid cargo structure having a port in its front wall, vertically adjustable stanchions in the hulls and cargo structure behind the ports, hawsers connecting said stanchions of the cargo hulls with the stanchions at the sides of the power driven hull, and hawsers connecting the stern stanchion of the power driven hull with the stanchion of the cargo structure. a

CHARLES EPSTEIN. 

